Car underframe



July 21, 1936.

J. D. FENsTERMAcHERE-r AL 2,048,330

CAR UNDERFRAME 5 sheets-snaai @EIDE July 21, 1936- J. D. FENSTERMACHERET AL CAR UNDERFRAME 5 Sheets-Sheet 2 Filed July 50, 19E

OO OO ww f b OO OO @1 0 OC- JNV @Ewig BY THEIRATTORNEYS July 21, 1936.

J. D. FENSTERMACHER ET AL.

CAR UNDERFRAME FiledJuly 30, 1932, 5 Sheets-Sheet 4 VJuly 2l, 1936 J. D.FENSTERMACHER ET AL 2,048,330

CAR UNDERFRAME Filed July 30, 1932 5 Sheets-Sheet 5 J2 7 za INVENT'oRsBY THEIRATTORNEYS 'Patented July 2l, 1936 Y 7 UNITED STATES 2,048,339can UNDEBFBAME l John D. Fenstermacher, Piedmont, and Bowater B. Sumner,Burlingame, Calif.

Application my 3o, 1932, sei-i211 No. 326,332

14 claims. (ci. 10s-414) This invention aims to provide an improved typeof underframe for use .on railway cars and the like. The improved frameincludes a pair of integral one-piece end castings which are secured tospaced rolled metal sections forming a center sill. The end framesinclude draft sill and body bolster portions which -are rigidly bracedto one another by integral diagonal struts. The parts are4 preferably sodesigned'vand arranged that the axes 'of the center sill andthe draftsill portions of the end frames substanv tially or appro ately coincidewith the center line along which aft and buiiing strains are exerted.lThis relationship is deemed important as l5 it enables the utilizationof the maximum strength ofall bres of the members which collectivelyconstitute the underframe unit. 'Ihe improved underframe is of simpleconstruction which is advantageous because -it provides an assemblywhich can readily be fabricated in most railwayl repair shops withoutthe necessity of investing in expensive and otherwise useful equipment.The improved design also aims to provide a construction in which aminimum number of rivets are required, and such rivets as are used areso lo'- cated that they can be machine ven. This is consideredadvantageous because oi' the uncertainty of hand driven rivets inapparatus of this character which is subjected to repeated shocks faoand reversing stresses.

The foregoing and various other more detailed features of the inventionwill be fullyapparent from the following speciiication when readinconnection with the accompanying drawings. -V

v In the drawings- Fig. 1 is a plan view of a railwaycar underframeillustrating a preferred embodiment of the invention;

Fig. 2 isl an elevation with parts shown in sec- 4 tion, as indicated bythe staggered line 2-2 of mg v l Fig. 3 is a vertical longitudinalsectionthrough one of the end frames showingaportionof the center sillsecured thereto, the view being taken 4onlinel-Al of Fig.'1; A

Fig. 4 is an enlarged plan view of one end of the underframe, partsbeing broken away in the vinterest of clearnesinv v Fig. 5 is atransverse section on lines-5 of I0 `Fig. 1, parts beyond the plane ofsection being L omitted in the interest of clearness; Y Fig. 6 is afragmentary section on line 6-6 of Fis. 1: j

'I is a transverse sectionl o n staggered line ||1-1ofFig.1;.

Fig. 8 is an end view of the underiranre; g

Fig. 9 is a detail plan oi' one of the end castings of the underframehaving integral draft sill and body bolster portions;

Fig. 10 is a longitudinal section on line illill I of Fig. 9;

Fig. 11 is a detail section on line II-il of Fig. 9;

Fig. 12 is 'an enlarged end v iew of the striker portion of the endcasting with parts broken 10 away;

Fig. 13 is a detail longitudinal section through the striker portion ofthe casting, the-section being iakerlizcn the plane indicated by linel3`l3 of Fig. -14 is an enlarged end elevation viewed from the righthand side of Figs. 9 and l0.

Referring in detail to the drawings, the frame consists of three maincomponent parts comprising the end casting units A and B which are 20spaced apart by the center sill unit C.

'I'he end castings A and B are substantial duplicates` of one anotherand they are united to laterally spaced' rolled steel sections which arealsov substantially duplicates, these sections in 25 the caseillustrated being in the form of I-beamg.

- Extending laterally from the I-beams forming the center sill, thereare a plurality of needle beams D. Secured to the outer end of theseneedle f beams there are side sills. E. These sills are 3o united to endsills F-F, the latter being supported centrally of their length by theend castings A and B.

`liirid castings A and B are formed with integral draft sill andfbodybolster portions and also with 35 stub draft sill extensions formed withabutments which make an end to end engagement with the webs andfiangesof the I-beams or other rolled metal sections constituting thecenter sill. The shape and proportion of the parts as will here` 40 amatter more fully appear is such that the center line of 'draftsubstantially or approximately coincides with the neutralaxes of thedraftsill por-- tions of the end castings and the center sill.

The end frames A and B are substantial dupli- 46 cates, thus adescription of one will suiilce for both. As best shown vin the enlargedsectional views of Figs.' 9 and 10, each end casting includes a draftsill portion comprising longitudinally ex-` tending webs lil-i0, topflanges I2-I2Aand bot- 5'0 tom iianges Il-IL Extending transversely ofthe draft sill portion, there isV a body bolster indicated generally atI6. 'I'his body bolster includes a transversely extending web I8 havingintegral top and bottom flanges 2l and 22. Near I5 4 the center, thebolster web I8 merges into a king pin bearing 24 which is, formedintegral with the enlarged center plate 26, this plate merging into thelower bolster flanges I4. The bearing 26 is reinforced by inclined ribs28.

Diagonal struts, indicated generally at 30, are provided whichdistribute the stresses transmitted to the draft sills by both draft andbufiing forces so as to relieve the center plate and king-pin bearing 24of all shocks and to better distribute the loads.

'I'he struts 30 include top flanges 32 which merge into the top flangesI2 and I6 of the draft sill and bolster portions, respectively. Thesestruts also include diagonal web portions 34, which merge into the websIIJ and I8 of the draft sills and bolster.

The draft sill portion of each end casting is provided with inwardlyextending projections 36 and 38 which are adapted to serve as forwardand rear stops for follower blocks of any suitable type of draft gearsuch as customarily employed in railway rollingstock. The webs I0 ofdraft sills are provided with suitable openings 40 forthe accommodationof or to permit movement of the usual draft -gear parts. Cored flangedopenings 42 and 44 are also provided to lighten the structure.

At the outer end of each end frame, there is provided an integralstriker, indicated generally at 46 and which protrudes beyond the end'of the frame as shown. 'Ihis striker has a coupler opening 48 coredtherein. The striker is provided with thickened portions, indicated at50 in Fig. 12 and also includes a transversely extending web portion 52which is integral with an upper ange 54. This flange is connected by aplurality of reinforcing ribs 56, which merge into an outer web portion58 forming a part of the front wall or face of the striker. `r

Each end casting is provided at its irinerextremity with a pair of stubsills 60. These form in effect extensions of the draft sills and theyare adapted to be riveted or otherwise secured to the rolled metalI-beams 62 which constitute the center sill C. The top and bottom angesof the beams 62 are adapted to overlap top and bottom anges 64 formed onthe stub sills. These flanges 64 are oset vertically a' sufcient disr-Ntance from the upper and lower surfaces of the end casting so as to formabutmen.l shoulders 66 for the anges of the I-beams 62. The webs of theI-beams 62 are adapted to abut vertical shoulders 68 which in eiect arethickened portions of the draft sill webs Ill-III. This abuttingrelationship of the. anges and webs of the beams 62 as illustrated inFigs. 3 and '7, provides an arrangement which relieves the rivets 10,securing the I-beams to the stub sills, of shearing stresses. This is ofparticular importance in case of buiiing forces. the parts effectivelydistributes such bulng forces throughout the fibre structure of theflange and web portions of the end castings. These in turn transmit anddistribute the forces through the diagonal braces `3|). Thus, thetendency to concentrate loads is overcome and the overall strengthefficiency of the structure is increased over that of structuresheretofore generally used.

'Preferably the line of draft, indicated by the horizontal center lineX-Y of Fig. 3, substantial- 1y or approximately coincides with theneutral axis of the draft sill portions of the end frames A and B aswell as with the neutral axis of the C, needle beams D and side sills Eform a truss-v The abutting relationship of center sill C. The centersill C, as above described, comprises two longitudinally extendingI-bearns 62-62 which are spaced transversely. These two component partsmay be considered as a single sill member whose neutral axis lies at 5the intersection indicated at O in Fig. 5 where the vertical center lineM-N between the two I- beams crosses the horizontal center line P-Qlocated midway between the top and bottom flanges of the I-beam 62.

'I'he point O in Fig. 5 may be considered as the end projection of thecenter line X-Y in Fig. 3 representing the center line of draft. In anunderframe as thus constructed, the metal is disposed at such locationswith respect to thelines l5 along which the forces act that an excellentstrength efficiency is secured. This is particularly true-in the case ofbufilng stresses. In such stresses, the center sill can be regarded as acolumn in which the load is applied at one end 20 through one of the endframe castings and reacts against the other end frame casting. Suchforces are eiectively resisted because the draft sills and center sillof our underframe are so arranged that there is considerable metallocat- 26 ed at points quite remote from the neutral axis. thus theparts effectively resist the stresses to which they are subjected inpractice;

'I'he whole underframe is additionally stiffened and rigidified byreason of the fact that the30 needle beams D pierce the webs of theI-beams 62-62 at the points near the neutral axis of the webs of suchbeams, and also because the webs are reinforced at these points byconnectingl brackets 12 which serve to secure the needle. beams to thewebs of the I-beams. Moreover, the needle beams, at theirouter ends, aresecured to the side sills E-E which are also secured to the body bolsterportions I6 of the end frames. These side sills E being connected to theend sills F, which are also secured to the draft .sill portions I2 ofthe end castings, serve to tie While we have above referred to theneedle 50 beams as piercing the webs ofthe I-beams 62-62 at the pointsnear the neutral axis f said webs, it is contemplated that in some caseseach needle beam may comprise a plurality of sections which would besecured to the webs of the I-beams 62-62 by' suitable brackets so as toavoid piercing or cutting away such webs. f

While we have described quite specifically the details of the embodimentof the invention herein illustrated it is not to be construed that weare so limited thereto since various modifications may be made by thoseskilled in the artwithout dcparture from the invention as defined in thea pended claims.

What we claim is:

l. An underframe for cars comprising spaced end castings each havingintegral longitudinal draft sills and a transverse body bolster andcomplementary pairs of integrally cast diagonal struts uniting saidsills and bolster and rolled 70 metal center members terminating at anduniting said end castings.

O 2. A'n underframe for cars comprising end castings each havingintegral longitudinal draft sills and a center plate carrying a king pinbearbolster and rolled metal center members unitingA said end castings.each lend casting having an integral reinforced striker at the outerextremity f said draft sills.

4. An underframe for cars comprising end castings each consisting solelyof central integral longitudinal draft sills and a ytransverse bodybolster united thereto by complementary pairs of diagonal struts, rolledmetal -center members having flanges and webs. said end castings havingstub sills provided with seats and abutments for engagement with theflanges and webs, respectively, of said center members.

5. An underframe for cars including 1an end casting comprising draftsills having a vertical web and top iiangetsl a transverse body bolsterhaving a vertical web and .top flanges and complementary pairs of.diagonal struts having top ang and webs which merge .into the flangesandwebs of said draft sills and said bolster.

6. An underframe for railway cars including a one piece end frame formedwith integral draft sills and body bolster. said draft sills being soshaped and positioned that their common longitudinai'neutral axis andthe line of draft lie substantially in the same horizontal plane.

7. An underframe for railway cars including a pair of one piece cast endframes each comprised solely of central draft sills and a body bolsterunited thereto by vcomplementary diagonal struts and a center sillcomprising a pair of rolled metal section whoseends are secured to stubsills extending inwardly from the draft sills.-

8. An underframe for railway cars including a pair of one piece cast endframes each formed solely of draft sills and a body-bolster connected bycomplementary diagonal struts. and a center sill comprising a pair oftransversely spaced I- 9. An underframeV for railway cars including apair of one piece cast end frames each comprised solely of central draftsills and a body bolster connected by complementary diagonal struts anda center sill comprising a pair of rolled metal sections whose ends aresecured to stub sills extending inwardly from the draft sills.transverse needle beams secured to the rolled center sill sections. androlled metal flanged side sills jointly supported by'said needle beamsand said body boisters.

l0. A'car underframe including a pair of one piece end castingscomprised solely of an integral draft sill and bolster- .portions bracedby com- 5 plementary pairs of diagonal struts, a center sill includinglaterally spaced rolled metal sections secured in an abuttingrelationship to said end castings. needle beams piercing said rolledsections and connected thereto, side sills secured to needle beams, andend sills connected to said-side sills and said end castings.

ll. An underframe for railway cars including a pair of substantiallycross-shaped one piece cast end frames, each formed with draft sillandl5 single body bolster portions, a center sill comprising a pair ofrolled metal sections, whose ends are secured to said draft sills.needle beams piercing said rolled sections and bracketed thereto. rolledmetal side sills secured to said -needle beams and end sills secured tothe -slde sills and to said end frames, the metal in the draft sill andthe said center sill being so disposed that their respectivelongitudinal neutral axes coincide.

12. A car underframe comprising one-piece end castings each havinglongitudinally extending draft sill portions and body bolster portions.and a center sill secured to said castings and comprising laterallyspaced rolled metal flanged sections. the metal in said draft sillportions and said center sill being so disposed that the respectivelongitudinal neutral axis of each substantially coincides with thecenter line of draft.

13. A car` underframe comprising, one-piece end castings each havinglongitudinally extending draft sill portions and body bolster portions,and a center sill secured to said castings and comprising laterallyspaced rolled metal sections. the metal in said draft sill portions andsaid center sill being disposed substantially symmetrically about thelongitudinal center line of draft.

-14. A car underframe comprising one-piece end castings each havinglongitudinally extending draft sill portions and body bolster portionsand a center iasili secured to said castings and comprising laterallyspaced rolled metal I-beams whose webs are laterally spaced the samedistance from a center line substantially bisecting the end castings inplan and whose top and bottom flanges are substantially equi-distant inele- 'vation from the line of draft which substantially coincides withsaid center line and with the longitudinal neutral axis of said draftsill portions. 56

. JOHN-D. :WENSTERMACHERl BOWATER B. SUMNER.

